WO2020043577A1 - Rétroaction haptique pour système de frein découplé - Google Patents

Rétroaction haptique pour système de frein découplé Download PDF

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Publication number
WO2020043577A1
WO2020043577A1 PCT/EP2019/072416 EP2019072416W WO2020043577A1 WO 2020043577 A1 WO2020043577 A1 WO 2020043577A1 EP 2019072416 W EP2019072416 W EP 2019072416W WO 2020043577 A1 WO2020043577 A1 WO 2020043577A1
Authority
WO
WIPO (PCT)
Prior art keywords
braking
master cylinder
brake
controller
pedal
Prior art date
Application number
PCT/EP2019/072416
Other languages
English (en)
Inventor
Urs Bauer
Ryan KUHLMAN
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to DE112019003327.1T priority Critical patent/DE112019003327T5/de
Priority to KR1020217009301A priority patent/KR102669727B1/ko
Priority to CN201980056621.2A priority patent/CN112585044B/zh
Publication of WO2020043577A1 publication Critical patent/WO2020043577A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/10—ABS control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/81—Braking systems

Definitions

  • the present invention relates to vehicle brake systems. It is known to provide a vehicle with a full-power brake system (also referred to as a“decoupled” or“brake -by-wire” system) in which driver applied force does not propagate to produce the actual braking force to the brake devices. Instead, fluid is pushed from the master cylinder into a simulator circuit while another mechanism provides the actual braking force. Such systems provide satisfactory braking performance, including anti-lock braking function (“ABS”), and the system isolates the driver’s brake pedal from pulsations at the wheel cylinders.
  • ABS anti-lock braking function
  • the invention provides a vehicle braking system including a brake pedal and a master cylinder having an input side configured to receive an input from the brake pedal.
  • the master cylinder has a first output responsive to a first piston and second output responsive to a second piston.
  • the master cylinder is in selective communication with a fluid reservoir via first and second compensation ports.
  • a simulator circuit includes a pedal feel simulator coupled to the first master cylinder output and configured to be actuated by opening a switchable simulator valve, the pedal feel simulator providing a reaction force to the brake pedal when the switchable simulator valve is in an open position.
  • First and second braking circuits each have at least one wheel cylinder and being operable for brake -by-wire operation by a brake pressure generator separate from the brake pedal.
  • a first normally-open isolation valve is operable to close and isolate the first braking circuit from the first master cylinder output and the simulator circuit.
  • a second normally-open isolation valve is operable to close and isolate the second braking circuit from the second master cylinder output.
  • a controller is programmed to activate the brake pressure generator to generate brake fluid pressure in the first and second braking circuits in correlation to the input from the brake pedal. The controller is further programmed to close the first and second normally-open isolation valves during activation of the brake pressure generator so that the master cylinder is coupled to the simulator circuit and neither of the first and second braking circuits to carry out brake -by- wire braking.
  • the controller In response to detecting impending wheel lock-up, the controller is programmed to conduct an anti-lock braking routine during which the controller is programmed to create an artificial haptic feedback pulse to the brake pedal by opening the second normally-open isolation valve to move the second master cylinder piston until the second compensation port opens.
  • the invention provides a method of operating a vehicle braking system in a decoupled brake -by wire mode.
  • An isolation valve between a master cylinder and a braking circuit is closed, and a simulator valve is opened to enable a pedal feel simulator.
  • a control signal is provided from a controller to drive a brake pressure generator of a braking circuit, responsive to a braking request detected at a brake pedal, in order to provide a braking pressure at a wheel cylinder of the braking circuit.
  • Impending wheel lock-up is detected with the controller and in response, an anti-lock braking routine begins during which the controller is programmed to create an artificial haptic feedback pulse to the brake pedal by opening the isolation valve to cause a master cylinder piston to retract until a compensation port is opened, connecting a master cylinder chamber with a fluid reservoir.
  • FIG. 1 is a schematic drawing of a vehicle braking system of a decoupled type for brake -by-wire braking according to one aspect of the present invention.
  • Fig. 2 is a graph of pedal force and pedal stroke for a conventional coupled braking system during a braking event that triggers ABS operation.
  • Fig. 3 is a graph of pedal force and pedal stroke for a decoupled braking system like that of Fig. 1 during a brake -by-wire braking event that triggers ABS operation.
  • Fig. 4 is a graph of pedal force and pedal stroke for a decoupled braking system like that of Fig. 1 during a brake -by-wire braking event that triggers ABS operation, wherein the controller conducts a first routine to provide a haptic indication of the ABS event at the brake pedal.
  • Fig. 5 is a graph of pedal force and pedal stroke for a decoupled braking system like that of Fig. 1 during a brake -by-wire braking event that triggers ABS operation, wherein the controller conducts a second routine to provide a haptic indication of the ABS event at the brake pedal.
  • Fig. 6 is a graph of pedal force and pedal stroke for a decoupled braking system like that of Fig. 1 during a brake -by-wire braking event that triggers ABS operation, wherein the controller conducts a third routine to provide a haptic indication of the ABS event at the brake pedal.
  • the braking system 10 of Fig. 1 includes a master cylinder 24 having an input side coupled with an input rod 25 to a brake pedal 28 to pressurize hydraulic fluid therein. As illustrated, there is no booster or other actuator between the brake pedal 28 and the master cylinder 24 for modifying the actuation relationship (force vs. stroke) therebetween.
  • the master cylinder 24 includes a first piston 26i that is coupled to the brake pedal 28 to move directly therewith.
  • the first piston 261 pressurizes hydraulic fluid in a first chamber of the master cylinder 24 to be output from the first chamber at a first outlet 40i.
  • a second piston 26 2 of the master cylinder 24 can be moved under the influence of fluid pressurized in the first chamber by the first piston 26 I , without the second piston 262 having any direct connection to the first piston 261 or the brake pedal 28.
  • the second piston 261 pressurizes hydraulic fluid in a second chamber of the master cylinder 24 to be output from the second chamber at a second outlet 40 2 .
  • the master cylinder pistons 26i, 26 2 are not operable by any separate actuator (e.g., electronically- controlled actuator).
  • a fluid reservoir 32 is in fluid communication with the first and second chambers of the master cylinder 24, via respective compensation ports 34i, 34 2 , until the brake pedal 28 is initially actuated, at which time the pistons 26i, 26 2 block off the compensation ports 34i, 34 2 .
  • a pedal travel sensor 36 is coupled to the brake pedal 28 and is operable to detect an amount of travel of the brake pedal 28, so that a corresponding signal can be sent to a controller 20.
  • the controller 20 can be a computer electrically coupled with each sensor and each electrically-operable valve of the braking system 10, to send signals thereto and/or receive signals therefrom to establish communication and control necessary to operate the braking system 10.
  • each of the braking circuits includes a pair of brake devices or wheel cylinders WC operable to slow down the wheels of a vehicle on which the braking system 10 is provided.
  • the wheel cylinders WC of a particular circuit can be associated with a set of front vehicle wheels, a set of rear vehicle wheels, or a set of diagonal vehicle wheels.
  • Each braking circuit includes an inlet valve 44 and an outlet valve 48 associated with each respective wheel cylinder WC.
  • the inlet valves 44 are normally-open and can be electrically closed by the controller 20 to stop or limit pressurized hydraulic fluid supplied to the wheel cylinder WC.
  • the outlet valves 48 are normally-closed and can be electrically opened by the controller 20 to relieve pressurized hydraulic fluid at the wheel cylinder WC, to the reservoir 32.
  • Each of the master cylinder outlets 401, 40 2 is coupled to one of the braking circuits through a normally-open isolation valve 521, 52 2 .
  • Each of the isolation valves 52i, 52 2 is operable to be closed by the controller 20 to fluidly separate or isolate the master cylinder 24, and thus the brake pedal 28, from the braking circuits having the wheel cylinders WC.
  • the master cylinder 24 is capable of providing mechanical braking from the brake pedal 28 to the wheel cylinders WC of the two braking circuits
  • the system 10 can be provided with an alternate or auxiliary device, separate from the brake pedal 28 and referred to herein as a brake pressure generator 60, for generating hydraulic fluid pressure to the wheel cylinders WC for the requisite braking need.
  • the brake pressure generator 60 can include a plunger or piston 62 drivable in a cylinder by an actuator such as an electric motor 64 operated by the controller 20. As such, the brake pressure generator 60 is operable to drive pressurized hydraulic fluid to the wheel cylinders WC of the first and second braking circuits.
  • an outlet 68 of the brake pressure generator 60 can be coupled, in parallel, to the first and second braking circuits through respective apply pressure control valves 72i, 72 2 .
  • Each of the apply pressure control valves 72i, 72 2 can be a controller-modulated solenoid valve (e.g., having a range of open positions, or receiving a pulse-width modulation signal to achieve a similar effect) operable to control the pressure supplied from the brake pressure generator 60 to the wheel cylinders WC of the given braking circuit.
  • the apply pressure control valves 72i, 72 2 can be coupled to respective brake fluid supply lines or passages, each of which extends between one of the isolation valves 521, 52 2 and the respective inlet valves 44 of the braking circuit.
  • One or more pressure sensors 76 can be positioned along the fluid path between the brake pressure generator outlet 68 and the respective inlet valves 44 and operable to report the fluid pressure to the controller 20.
  • the pressure sensor 76 can be referred to as an“active circuit” pressure sensor as it senses and reports the fluid pressure in the passage(s) coupled to the wheel cylinders WC, as contrasted with fluid pressure in the master cylinder 24 or a simulator circuit, which are not part of an active braking circuit during brake -by-wire operation.
  • Additional sensors may be provided to monitor parameters of the piston 62 and/or the electric motor 64, and may include any one or more of: linear or angular position, electrical current, electrical voltage, force, torque, or temperature.
  • a simulator circuit is provided in fluid communication with the output side of the master cylinder 24.
  • the simulator circuit is provided upstream of the isolation valves 52i, 52 2 , meaning the side nearer the master cylinder and remote from the braking circuits so that the simulator circuit is kept in fluid communication with the master cylinder 24 when the isolation valves 521, 52 2 are closed.
  • the simulator circuit includes a pedal feel simulator 80 coupled to an outlet of the master cylinder 24 (e.g., the first outlet 40i) through a switchable simulator valve 84.
  • the simulator valve 84 can be a normally-closed switchable solenoid valve operable to be opened by the controller 20 to establish fluid communication between the master cylinder outlet 40i and the pedal feel simulator 80.
  • the simulator valve 84 When the simulator valve 84 is open, fluid pushed out of the master cylinder chamber through the outlet 401 is passed into the pedal feel simulator 80, which has a biasing mechanism that provides a feedback force to the brake pedal 28.
  • the simulator circuit mimics the feel of actuating the wheel cylinders WC when in fact the brake pedal 28 is decoupled by the isolation valves 521, 52 2 from the actual braking pressure activating the wheel cylinders WC in the braking circuits.
  • the simulator valve 84 is coupled on a “front” side of the pedal feel simulator 80, which has a separator element (e.g., plunger) therein to divide the front side from a“back” side which is coupled to the reservoir 32.
  • a separator element e.g., plunger
  • the back side of the simulator 80 is directly coupled to the reservoir 32 with no intermediate valves.
  • the simulator valve 84 is located between the back side of the simulator 80 and the reservoir 32. In either position, opening the simulator valve 84 enables or actuates the simulator 80 for operation so that the simulator circuit is made active.
  • a pressure sensor 88 is provided in fluid communication with the master cylinder 24 to detect a fluid pressure generated in one of the master cylinder chambers.
  • the pressure sensor 88 can be coupled to the second master cylinder outlet 40 2 , upstream of the isolation valve 52 2 .
  • the pressure sensor 88 is operable to generate a braking request signal responsive to an input force from the brake pedal 28.
  • each braking circuit extends from one of the isolation valves 521, 52 2 to the respective wheel cylinder(s) WC, and further includes the passages connecting to the brake pressure generator 60, and the respective passages connecting to the fluid reservoir 32, while the simulator circuit is a separate circuit, not part of either of the braking circuits, since fluid in the simulator circuit is not conveyed to contribute to actual braking force at the wheel cylinders WC.
  • the brake pedal 28 is decoupled from the wheel cylinders WC so that braking occurs fully in a primary brake -by-wire mode.
  • the isolation valves 52i, 52 2 are actuated to a closed position (opposite the position shown in Fig. 1) so that the master cylinder 24 and the simulator circuit are cut-off or isolated from the braking circuits.
  • the simulator valve 84 is also switched open by the controller 20 upon initial actuation of the brake pedal 28, which can be detected by the pedal travel sensor 36.
  • a pressure increase occurs in the second master cylinder chamber and between the second outlet 40 2 and the second isolation valve 52 2 since the pedal 28 urges the pistons 261, 26 2 to move toward the closed-off second isolation valve 52 2 .
  • the pressure increase is measured or detected by the primary pressure sensor 88 and conveyed as a signal to the controller 20, which is programmed to use the information to determine the degree of actuation of the brake pressure generator 60 to achieve a target brake force as requested by the driver’s actuation of the brake pedal 28.
  • an output of the pedal travel sensor 36 is also considered by the controller 20 along with the primary pressure sensor 88 in quantifying the driver’s braking request.
  • the controller 20 can also provide variable manipulation of the apply pressure control valves 72i, 12i to achieve a desired brake force and brake force balance in the braking circuits.
  • the motor 64 is energized as programmed by the controller 20 to drive the piston 62 forward in the cylinder toward the outlet 68 so that fluid pressure is generated at the outlet and hydraulic fluid is moved from the brake pressure generator 60 toward the wheel cylinders WC, which may include one or more pistons incorporated into brake calipers so that the hydraulic fluid from the generator 60 causes the wheel cylinders WC to squeeze onto a brake disc.
  • the brake pressure generator 60 is controlled to achieve an amount of braking according to the driver’s request, which is interpreted at least in part by the primary pressure sensor 88, which continuously measures how hard the driver is applying pressure to the brake pedal 28.
  • the braking system 10 may provide a back-up mode of operation by transitioning to a direct mechanical push-through back-up mode or to a secondary brake -by -wire mode.
  • One exemplary back-up mode may include returning the isolation valves 521, 52 2 to their normally-open positions to allow the brake pedal 28 to actuate the wheel cylinders WC through the master cylinder 24.
  • ABS anti-lock braking system
  • ABS is a well-known function in vehicle braking systems and is in fact government mandated for many types of vehicles throughout various parts of the world, the ABS function was originally developed in standard coupled braking systems in which there is a direct hydraulic connection between the wheel cylinders and the master cylinder and in which driver applied force is propagated to produce the actual braking force at the wheel cylinders.
  • driver applied force is propagated to produce the actual braking force at the wheel cylinders.
  • Fig. 2 illustrates overlaid graphs of pedal force and pedal stroke versus time for an increasing brake application up to and into an ABS event in a conventional coupled brake system.
  • the present disclosure relates to one or more routines, implemented by the controller 20 within the system 10, the controller 20 being programmed with stored instructions for executing such routine(s) through communication with the illustrated sensors and control of the illustrated electronically-actuated devices of the system 10, including the motor 64 and all the valves.
  • Each routine relates to the behavior of the system during an ABS event (i.e., when the controller 20 switches into a programmed ABS routine to regulate brake pressure below an amount corresponding to driver request due to the detection of impending wheel lock-up). More particularly, each routine relates to a manner of implementing haptic feedback to the pedal 28 during ABS, while the system 10 maintains brake -by-wire operation in which actual hydraulic brake fluid pressure for braking to the wheel cylinders WC is not generated through the pedal 28.
  • the controller upon engaging the ABS function, opens an isolation valve (e.g., the second isolation valve 52 2 ).
  • the second isolation valve 52 2 can be opened to a full or partial open position, or controlled via pulsed opening. Pulsed opening can be achieved by applying a pulse-width modulation signal according to a predetermined duty cycle. In the case of the normally-open isolation valve 52 2 , the duty cycle is less than 100 percent, which corresponds to the fully-closed valve state. Opening the second isolation valve 52 2 establishes a connection between a chamber of the master cylinder 24 and one of the active braking circuits where fluid pressure from the brake pressure generator 60 is incident.
  • opening the second isolation valve 52 2 establishes a connection between the active braking circuit and a secondary or remote master cylinder chamber, which is on the downstream side of the second piston 26 2 .
  • the second isolation valve 52 2 does not establish connection directly with the simulator circuit having the simulator valve 84 and the pedal feel simulator 80.
  • the first isolation valve 52i does not open and remains closed during the ABS function.
  • a sudden rise or spike of fluid pressure in the master cylinder 24 occurs as is shown graphically in Fig. 4.
  • the pressure spike moves the second master cylinder piston 26 2 by an amount that at least partially opens the second compensation port 32 2 . Simultaneous with each such pressure spike, and as a result thereof, the pedal stroke is momentarily reduced.
  • a haptic feedback pulse is generated artificially.
  • the second isolation valve 52 2 is re-closed and the second master cylinder piston 26 2 returns to its original position covering the second compensation port 32 2 .
  • the pedal force and pedal stroke return to their steady values momentarily until the above described process of generating the haptic feedback pulse is repeated by again opening the second isolation valve 52 2 .
  • the haptic feedback pulses can be repeatedly generated throughout the active period of the ABS function.
  • the haptic feedback pulses can be set to occur in a predefined pattern by the controller 20.
  • the pattern can be a cyclic pattern with a predefined frequency or period, or an irregular pattern.
  • the frequency of the haptic feedback pulses is selected by the controller 20 from a plurality of programmed frequencies to correlate with a physical parameter or a condition of the ongoing ABS function.
  • the frequency selected by the controller 20 may be a function of the difference between target (driver’s requested) brake pressure and actual brake pressure (e.g., increasing frequency with an increasing difference).
  • the frequency selected by the controller 20 may be a function of the number of vehicle wheels engaged in the ABS operation (e.g., increasing frequency with an increasing number).
  • the controller 20 upon engaging the ABS function, closes a simulator valve (e.g., the normally-closed simulator valve 84 between the master cylinder 24 and the pedal feel simulator 80 that is open during normal brake -by-wire operation can be partially or fully closed).
  • the simulator valve 84 can be closed to a partial open position, or controlled via pulsed opening. Pulsed opening can be achieved by applying a pulse-width modulation signal according to a predetermined duty cycle.
  • the duty cycle is less than 100 percent, which corresponds to the folly-open valve state. In some cases, the duty cycle is less than 50 percent or less than 30 percent, and in some cases 0 percent to close the main stage of the simulator valve 84.
  • the duty cycle with a particular valve design is related to the pressure differential and flow. Closing the simulator valve 84 in this way establishes a highly throttled connection, for example only through an auxiliary valve stage, between the master cylinder 24 (e.g., first outlet 40i) and the simulator 80. This causes an abrupt change in the force/travel relationship for the brake pedal 28 toward a heavily damped pedal feel at the ABS entry point, which can be seen in the graph of Fig. 5. In other words, although the pedal force may not fluctuate throughout ABS as in the first routine, the pedal force undergoes a sharp transition at the ABS entry point and is not represented by a smooth curve that traverses the ABS entry point.
  • the second routine accomplishes a haptic feedback to alert the driver of ABS activation.
  • Such a routine may also be an effective way to simulate electronic brake force distribution (EBD), the pedal increasing stroke during significant ABS pressure increases, or the pedal stroke increase at the end of ABS.
  • EBD electronic brake force distribution
  • a third routine is a modification of the second routine which completely closes the simulator valve 84 (i.e., closing both the main and auxiliary valve stages) upon engaging the ABS function. This provides haptic feedback to alert the driver of ABS activation in yet another way— by introducing a hard limit to the brake pedal 28.
  • the pedal force versus time plot includes a comer or cusp at the ABS entry point.
  • the pedal force almost immediately assumes a higher slope (e.g., approximating a straight line) to the increased final pedal force value. This is similar to the effect seen on Fig. 2 for a conventional coupled brake system.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système de freinage de véhicule (10), lequel système comprend une pédale de frein (28), un maître-cylindre (24), des premier et second circuits de freinage avec chacun un cylindre de roue (WC), un générateur de pression de freinage (60) pour le freinage par câble, et un simulateur de toucher de pédale (80). En réponse à la détection d'un blocage de roue imminent (ABS), un dispositif de commande (20) effectue un sous-programme d'antiblocage de freinage pendant lequel le dispositif de commande (20) est programmé de façon à créer une impulsion de rétroaction haptique artificielle sur la pédale de frein (28) par l'ouverture d'une seconde vanne d'isolation normalement ouverte (522) entre le maître-cylindre (24) et le second circuit de frein de façon à déplacer un second piston de maître-cylindre (262) jusqu'à ce qu'un second orifice de compensation (322) s'ouvre.
PCT/EP2019/072416 2018-08-31 2019-08-21 Rétroaction haptique pour système de frein découplé WO2020043577A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112019003327.1T DE112019003327T5 (de) 2018-08-31 2019-08-21 Haptische rückmeldung für ein entkoppeltes bremssystem
KR1020217009301A KR102669727B1 (ko) 2018-08-31 2019-08-21 분리형 브레이크 시스템을 위한 햅틱 피드백
CN201980056621.2A CN112585044B (zh) 2018-08-31 2019-08-21 用于解耦制动***的触觉反馈

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US16/118,936 US10800389B2 (en) 2018-08-31 2018-08-31 Haptic feedback for decoupled brake system
US16/118,936 2018-08-31

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Publication Number Publication Date
WO2020043577A1 true WO2020043577A1 (fr) 2020-03-05

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PCT/EP2019/072416 WO2020043577A1 (fr) 2018-08-31 2019-08-21 Rétroaction haptique pour système de frein découplé

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US10800389B2 (en) 2020-10-13
DE112019003327T5 (de) 2021-04-15
US20200070792A1 (en) 2020-03-05
KR20210049901A (ko) 2021-05-06
KR102669727B1 (ko) 2024-05-29
CN112585044A (zh) 2021-03-30

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